Cut-out cock for engineers&#39; valves.



No. 632,093. Patented Aug. 29, |899.

D. BROWN. CUT-OUT COCK FUR ENGINEERS VALVES.

K (Application led July 1, 1899-),

(No Model.)

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UNITED STATES PATENT EErcE.

DENNIS BROlVN, OF SOMERSET, KENTUCKY.

CUT-OUT COCK FOR ENGINEERS; VALVES.

SPECIFICATION forming part OfLetbel'S Patent N0. 632,093, dated August 29, 1899.

Application filed July 1, 1899. Serial No. 722,550. (No model.)

To all whom it may concern:

Beit known that I, DENNIS BROWN, of Somerset, in the county of Pulaski and State of Kentucky, have invented a new and Improved Cut-Out Cock for Engines Double-Heading, of which the following is a full, clear, and exact description.

The invention relates to fluid pressure brakes; and its object is to provide a new and improved cut-out or stop .cock more especially designed for use when a plurality of locomotives are coupled to a single train, the arrangement then permitting of establishing connection between the train-line pressure and the train-pipe gage, so that each engineer can see what pressure there is in the train-pipe and what is drawn oft by the engineer of the leading engine for braking or other purposes, and in case of failure of the leading engine to charge or control the brakes the engineers of the other locomotive or locomotives can instantly charge and handle the brakes.

The invention consists of certain parts and details and combinations of the same, as will be fully described hereinafter and then pointed out in the claims.

A practical embodiment of the invention is represented in the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the views.

Figure lis a side elevation of the improvement as applied. Fig. 2 is an enlarged sectional plan view of theimprovement in a cutout position, the sect-ion being ou the line 2 2 in Fig. l; and Fig. 3 is a like view of the same with the plug in a cut-in position.

The engineers valve A,of any approved construction, is connected by a pipe B with the main air-reservoir C and by a pipe D with the brake-valve reservoir E and by a connection F with the train-pipe G, said connection F containing the cut-out or stop plug H, connected by a pipe I with a double gage J for indicating the train-line pressure by the black hand or pointer J' at the time the cut-out plug is in a cut-out position. A pipe K connects the pipe D with the cut-out plug H, so that when the latter is in a cut-in position then, the train-line pressure or that of the engineers valve is likewise indicated by way of the plug I-I, pipe I, and hand J on the gage J.

The latter is also connected by a pipe L with the engineers valve A to indicate main-reservoir pressure by the red hand J 2.

The cut-out cock H is provided with a body II' and a plug H2, formed with the usualcentral aperture H3 for establishing communication between the train-pipe G and the engineers valve, and said plug is also provided near its base end with an annular peripheral groove H4, from which leads longitudinally a groove H5, as is plainly indicated ink Figs. 2,

and The plug H2 is provided with the usual handle H6 and is pressed to its seat by a spring H7 in a cap H8. IVheu the plug H2 is in the cut-out position, as shown in Fig. 2, then communication between the engineers valve A and the train-pipe G by way of the connection F is cut oft, but connection between the train-pipe and the train-pipe-pressure gage J is established by way of the groove H5 now opening into the train-pipe-pressure side of the cut-'out plug, so that air from the trainpipe can pass through the groove H5 into the groove H4, in communication at all times with the pipe I, leading to the train-pipe-pressure gage J. Thus when the cut-out plug H is in a cut-out position at the time the locomotive is second or third in the train still the trainpipe pressure is indicated on this locomotive, so that the engineer in charge of this second or third locomotive can see that the fluidpressure system of the train is in proper order and properly manipulated by the engineer in charge of the first or leading engine. Now in case anything happens to the firstor leading engine and the fluid-pressure system of the train should become out of orderthat is, in case the train-pipe pressure is reduced Vor increased beyond that required for properly running the train-then the engineer of the second or third locomotive can charge the train-pipe and manipulate the fluid-pressure brakes by manipulating the engineers valve A in the usual manner after cutting in the plug H for the purpose. is in a cut-in position, as shown in Fig. 3, then the engineer-s valve by the connection D and pipe K is connected with the groove H5, which opens into the groove H4, at all times in register with the pipe I, so that the pressure from the engineers valve A and said connection D can pass by the pipe K, the

When the plug H` IOO grooves H5114, and the pipe I to the train-pipepressure gage J to indicate the train-pipe pressure at the time the plug is cut in. Thus instead of connecting the engineers valve A directly with the train-pipe-pressure gage J, as heretofore practiced, such connection is made by way of the pipe K, the cut-ont plug H, and the pipe I, as above explained.

It is understood that by the construction described the grooves II4 and II5 form an airpassage for conducting the air from the trainpipe to the pipe I and t-he gage .I at the time the cut-out plug is in a cut-out position, and the said air-passage connects the pipe K with the pipe I and gage .I at the time the cut-out plug is in a cut-in position.

Having thus fully described my invention, I claim asnew and desire t-o secure by-Letters Patent- 1. A cut-out cock in the connection between the train-pipe and the engineers valve, and arranged to establish connect-ion between the train-pipe and the train-pipe-pressure gage at the time the cut-out cock is in a cut-out position, substantially as shown and described.

2. A cnt-ont cock in the connection between the train-pipe and the engineers valve, and arranged to establish communication between the engineers valve and the train-pipe-pres- -sure gage at the time thecnt-out cock is in a cut-in position substantially as shown and described.

3. A cut-out. cock in the connection between the train-pipe and the engineers valve, and having a plug with a central aperture, and an air-passage for connection with the train-pipepressure side of the plug when the latter is in cut-out position, and a pipe connection between the train-pipe-pressure gage and the said air-passage, substantially as shown and described.

4. A cut-out coekin the connection between the train-pipe and the engineers valve, and having a valve-plug with a central aperture and an air-passage separate therefrom, a pipe connection between the train-pipe-press'ure gage and one end of said passage, and apipe between the engineers valve and the other end of the said airpassage when said cut-out cock is in a cut-in position, substantially as shown and described.

DENNIS BROWN.

IVitnesses:

JNO. H. WHEELocK, WILL H. HART. 

